Diaphragm face plate



4 Shet-Sheefc 1 '-A. G..DEAN DIAPHRAGM FACE PLATE Fi1ed-April a, 1940Jan. 19, 1943.

5t v 'INVENTOR Elbert CT. Dean A /M ATTORNEY A. G. DEAN Filed April 8,1940 4 Sheets-Sheet 2 INVENTOR \qlberf Dean BY f ATTORNEY DIAPHRAGM FACEPLATE Jan. 19, 1943.

FIG?

Patented Jan. 19, 1943 UNITED res NT OFFICE DIAPHRAGM FACE PLATEApplication April 8, 1940, Serial No. 328,406

6 Claims.

The invention relates to rail car end constructions and moreparticularly to a diaphragm face plate construction movably supported atsuch ends and the means for so supporting it.

It is among the objects of the invention to lighten the weight of suchstructures and to simplify the means for supporting the same from theend wall of the car with which they are associated.

The light weight is attained by utilizing drawn or rolled sections oflight gauge sheet metal such as stainless steel in fabricating the faceplate, and simplicity of support is attained by the utilization of asingle pair of central supporting stems, one at top and one at bottom,the bottom one of which is guided on widely spaced guides to for'm asupport carrying the weight of the face plate, while the inwardlyprojecting stem at the top cooperates with guiding means'to preventlateral movement and to limit the outward movement of the top of theface plate. Springs arranged on opposite sides of the center stems attop and bottom constantly urge the face plate outwardly, and simplemeans for limiting such outward movement is provided in connection withthe center stems. Provision is also made to \permit the plate to swingabout substantially the central vertical plane of its support throughthe stems. The mounting of the face plate is preferably such that thebottom stem does not project any appreciable extent beyond the innerface of the end sill and the top stem does not project through the endwall plate of the car.

Other and further objects and advantages and the means through whichthey are attained will become apparent from the following detaileddescription when read in connection with the drawings forming a parthereof.

In the drawings:

Fig. 1 is a view in perspective of a car end equipped with the diaphragmface plate construction of the invention.

Fig. 2 is an end elevational view showing the diaphragm face plate inplace thereon.

Fig. 3 is a fragmentary vertical longitudina central sectional viewtaken-through the ends of two coupled cars equipped with the invention,the section being on an enlarged scale and taken substantially on theline 3-3 of Fig. 2.

Figs. 4 and 5 are similar fragmentary horizontal sectional views takenrespectively on the lines 4-4 and 5-5 of Fig. 2.

Fig. 6 is a fragmentary horizontal sectional view taken substantially onthe line 6-6 of Fig. 2.

Fig. 7 is a fragmentary vertical sectional View taken substantially onthe line 'l! of Fig. 5.

Fig. 8 is a vertical sectional detail on the line 8 8 of Fig. 5.

Fig. 9 is a detail horizontal sectional view through a door post and theadjacent diaphragm face plate structure, showing a slight modificationof the arrangement of the flexible diaphragm connecting the post andadjacent plate.

According to the form of the invention shown in the drawings, 1t isapplied to a car end having longitudinally deep box section posts If] ateach side of the doorway opening, these posts being connected at thebottom to the end sill H and against its outer face. Extending betweenthe posts, and rigidly secured to both the end sill and posts as byrivets (not shown) is a rigid buffer casting l2 designed with box crosssections and ribbing to add strength thereto, and to enable it to carrythe entire weight of the diaphragm face plate.

' The posts are secured to the outer face of the end plate I3 extendingfrom top to bottom and secured at the bottom to outer face of the endsill and at top and sides of the roof as indicated in Figs. 3 and 4 byan angle [4, or directly to the side wall corner posts M, as indicatedin Fig. 5.

As shown in Figs. 1 and 2, the face plate proper may comprise arectangular frame l5 extending around the doorway opening and having anouter wide flat face It in position to abut a similar face on the endplate of an adjacent coupled car. Figs. 3, 4, 5 and 6 show this relationbetween adjacent cars. Since the face plates and their supporting meanson adjacent cars are similar, only one need be described.

The face plates proper are preferably built up of drawn or rolledsections of high tensile stainless steel spot welded together toconstitute them a unitary light weight structure. The top, bot- 1 tomand side elements of the frame l5 are, as

indicated in Figs. 3, 4, 5, 6 and 7 of generally L-shape in section. Theside elements as well as the top element of the frame I5 may be built upof inwardly facing channels ll, the bottom walls of which provide theabutting faces I6, and

preferably lighter gauge wide finish strips l8 bridging the spacebetween the posts and channels, welded to the inner side walls of thechan-- nels l1, and having their free edges formed with "I a reversebend l8 to provide a finished edge.

As shown in Figs. 2 and 4, the bottom of channel l? of top element ofrectangular frame I 5 is offset at its ends and overlaps at its ends theinside of the bottom wall of the channels I! of the side elements and iswelded thereto; at this location the inner side walls of the sidechannels :1 are cut away.

The bottom element of the rectangular frame l5, as shown in Fig. 3, maycomprise an angle member l9 having vertical and horizontal arms, thevertical arm being offset and extended at the ends to overlap and. besecured to the side elements in the same manner as is the top element,and the horizontal arm forming a widened walkway plate arrangedapproximately in the plane of the car flooring 20. At the centralportion, an angle 2| has its vertical ann overlap the vertical arm ofthe angle I9 and is welded thereto, its other arm extendinghorizontally. The two angles [9 and 2| thus together form in thiscentral region an inwardly facing channel bottom element, see Fig. 3.

As shown in Figs. 2 and 3, the finish strips l8 at top and sides areinterconnected by angle strips 22 and the horizontal arm of angle I 9 ofthe bottom element is similarly connected by angle strips 23 to thestrips l8 of the side elements, see Figs. 3 and 5.

The face plate proper formed by the rectangular frame i5 described ispreferably supported for bodily relative approach and separation andswinging movements with respect to the car end at but two points;namely, directly in the vertical longitudinal central plane thereof, bymeans extending inwardly from the top and bottom elements of the frame.

The bottom such means may comprise a strong center tem 24 slidablymounted in a longitudinal bore 25 in the buffer casting i2 and supportedtherein in widely spaced bearings 25, which may be rubber cushioned forsound deadening, arranged adjacent the ends of the bore. In this case,the boss carrying the bore is extended inwardly through an opening inthe end sill, Fig. 3. At its outer end, the stem 24 is connected to theframe I5, by a vertical pivot pin 2'! secured in a bracket 28, which istelescoped within the channel formed by angles l9, 2|, and stronglysecured thereto. Suitable bearing bushings may surround the pin aboveand below the stem. This pivotal connection permits swinging of theframe as a whole about the pin as a center, as in rounding curves in thetrack.

The upper end of the frame is mounted entirely without the end plate I3to permit in and out movement to allow accommodation for humps ordepressions in the track and also to permit lateral swinging movementabout the pivot pin 2? of the center stem 24.

To this end the top channel ll, see Fig. 4, is reinforced by one or morethicknesses of metal Welded to its inner face. Upon this reinforcedstucture is rigidly secured as by rivets an inwardly projecting stem 29having a transversely widened base 30. Preferably this stem may bereadily formed by bending two heavy gauge strip stock pieces as shown,and joining them together to form the uniform section stem portion 29and the wide base 30 rigidly secured to the reinforced top element, asdescribed. The uniform section stem portion may be surrounded by abearing sleeve SI and its inner end is formed with a head 32. A channelsection bearing sleeve 33 surrounds the sleeve 3! so as to permit freesliding movement between the sleeves, and allow the .top of the frame l5to move in and out in accordance with the track conditions.

Lateral movement of the top of the frame is limited by a box-likehousing 34 between which and the sleeve 33 are arranged rubber blocks 35designed to cushion lateral shocks and deaden the sound, and also topermit, due to the resilience of the rubber, the turning movement aboutthe pivot pin 21. Outward swin ing movement of the top of the frame, aswhen the cars are uncoupled, i limited by the head 32 striking thesleeve 33 and again the rubber block 34 serves to cushion the shock anddeaden the sound. Of course, it will be understood that there issufficient play between the pivot pin 21 and the hole in the stem 24, asis indicated in Fig. 3, to permit the limited in and out movement of thetop of the frame permitted by the top connection.

The box-like housing 33 guiding the stem 23 is itself strongly securedto the sides and bottom of a transverse outwardly facing flanged channel36 spaced from end plate l3 secured at its ends to the posts E0, on itsouter side by flat plates 3? overlapping the outer faces of the postsand the flanges of the channel, and on its inner side by angles 38, Fig.4. An opening 39, Fig. 3, in the bottom of the channel permits thepassage therethrough of the head 32 of stem 29.

The outward movement of the stem 24 is limited as by a groove 40 and ascrew 41 threaded into the casting l2 and having its end projecting intothe groove 49, see Fig. 3, and as already pointed out, outward movementof the upper stem 29 is limited by the head 32 striking the sleeve 33.

The diaphragm plate is continuously urged outwardly toward its outerposition by spring means. Such means may consist at the bottom, as shownin Fig. 5, of four coiled compression springs 4i, arranged, twoand two,symmetrically on opposite sides of the center stem 24 and having theiropposite ends engaged, on the one hand, in recesses at 42, on the buffercasting l2 and, on the other hand, fitting over cylindrical projections43 on the reinforced bottom element E9 of the frame l5, see Fig. 7.

At the top, the spring means may consist of two compression coil springs44, see Fig. 4, arranged symmetrically on the opposite sides of thecentral stem 29 and engaging at their opposite ends over projections 44'secured, respectively, to the reinforced bottom wall of channel 36 andto the reinforced top element of the frame 15.

When two cars equipped with the novel diaphragm plates are coupledtogether as shown in Fig. 3, the springs of both plates will becompressed to hold the faces It of the plates in firm engagement, due tothe manner of supporting the plates, at all times, even when roundingcurves in the track or going over humps and de pressions in the track,so that quietness of operation is assured.

To close the space between the rectangular frame E5 of the diaphragmplate and the sides and top of the doorway as defined by the posts IE!and the cross channel 35, any usual form of flexible diaphragm 45 may beprovided. At the sides this. diaphragm 45 is secured, respectively, tothe outer faces of the posts [0 and to bottoms of the channels [1; atthe top, to the channel 35 and a reinforced portion of cross channell'l, see, Fig. 3.

An alternative method of. securing the diaphragm 45 at the sides of thedoorway opening is shown in Fig. 9. In this form' the diaphragm issecured, respectively, to the laterally inner fact of the post and tothe finish strip [3. In some instances, this method of securement may bepreferable since it avoids countersinking of face iii to accommodate theheads of the diaphla'grn securing bolts flush with said face, and ittakes care of the in and out movement of the top of the face plate withless width of diaphragm.

The face plate construction so far described will be all that isrequired, if it is not desired to close the entire space between twoadjacent cars to maintain their streamline continuity. It will be seenthat the manner of supporting the face plate applies equally well to thecase where it extends merely around the doorway opening or where itcarries additional means for association with similar means on anadjacent car for closing the entire gap at sides and top between twocars when coupled together.

Such additional means supported by and constituting extensions of theplate proper as already described will now be described.

The diaphragm plate structure proper consisting of the rectangular framel already described may be extended to the roof by so extending thebottom and outer side walls of the side element channels I! to the roofand connecting them at the top by a, transverse angular member 41, Figs.

1, 2 and 3, conforming to the roof contour.

It may be extended out to the sides of the car by lateral wings 43, Fig.2, hinged top and bottom to the top and bottom of the channels I! andtheir upward extensions by the vertical pivot hinges 49 having theircooperating leaves secured respectively to the reinforced side wall ofthe members I! and to the wings l8,-see Figs. 4 and 5.

Each wing may comprise a top plate 50 which may be built up out ofseveral laminations, as shown in Fig. 4, reinforced in its outer marginby an angular section marginal member 5| conforming to the contour ofthe body, and extending from adjacent the end of the member 41 over thecurved side portion of the roof down to the bottom of the body, andconnected to a transverse bottom channel 52 as by gussets as 53. Thechannel 52 may be stiffened by closing it to box section by applying asecond channel 56, Fig. 8, so that its top side wall overlaps and issecured to the top side wall of channel 52 and its bottom side wall isinclined and flanged at 55, the flange being secured to the bottom wallof channel 52, a roughened strip 55 may be secured to the top of thereinforced structure so produced, to provide an anti-slip surface andthe reinforced member may be used as a step, to afford a workmans readyaccess to parts of the structure for assembly and repair.

The space between the outer periphery of the so-extended diaphragm platestructure at sides and top, as defined by the members 5|, 5!) and 41,and the corresponding outer contour of the car end is preferably closedby a flexible elastic diaphragm 57 of rubber or the like securedrespectively to the periphery of the car body and the periphery of thediaphragm plate structure.

the wings, by projections 6| disposed in sockets reinforcing the wingsat these points.

Thus, the outer peripheries of the wings, whic have smooth faces 62,associated with one car will be held substantially in contact with thesimilar opposed faces 62 of the wings of an adjoining coupled car, bythe springs pressing them outwardly and the outer flexible elasticdiaphragms will be held taut to close the space between the peripheriesof the adjacent bodies in substantial streamline continuation of saidbodies, and the flexible mounting of the main diaphragm plate structure,together with the lateral wings flexibly mounted thereon permits thediaphragm structure on adjacent cars to maintain their face to facerelation at substantially all times when in the coupled relation, thusinsuring'smooth and relatively quiet operation.

The structure herein shown and described also permits the diaphragm faceplate structure to be readily assembled as a sub-assembly and thuseasily and quickly applied to the car body by reason of its simplemounting thereon through the upper and lower centrally arranged mountingstems.

While a preferred specific embodiment of the invention has beendescribed herein, it will be understood that changes and modificationsmay be made without departing from the spirit and scope of the appendedclaims.

What I claim is:

1. A rail car comprising an end Wall including end door posts, areinforced end sill structure connecting the lower ends of said doorposts, a transverse member connecting the door posts above the dooropening, a diaphragm face plate structure extending around the doorwayopening and supported solely-as respects its weight by top and bottomcenter stems extending inwardly thereof and supported and guided bymeans on said transverse member and reinforced end sill structure,respectively, the transverse member supporting and guiding the top stembeing spaced outwardly from the plane of the end wall to permit saidstem to be disposed entirely outside the plane of the end wall.

2. A rail car comprising an end wall having a doorway opening thereinand including upper and lower transverse members, a diaphragm face platesurrounding the doorway opening and mounted for movement toward and awayfrom said members, said mounting comprising a pair of center stems, oneabove and one below the door opening, supported and guided,respectively, in said transverse members and arranged to carrysubstantially the entire weight of said face plate, at least one of saidstems being cushioned against lateral movement, and means associatedwith both said stems limiting the outward movement thereof, the uppertransverse member being disposed outwardly of the plane of the car endwall to permit movement of the associated stem outside the plane of theend wall.

3. In a rail car having an end wall provided with a doorway openingtherein and including a cross member above and below said opening, thecombination of said end Wall with a diaphragm face plate extending atleast around said doorway opening and having an inwardly extending stemat top and bottom cooperating with guide means in said transversemembers of the end wall and forming the sole load supporting and guidingmeans for said diaphragm face plate, the cross member above the doorwayopening being disposed outwardly of the plane of the car end wall topermit movement of the associated stem substantially entirely outsidesaid plane.

A rail car comprising an end wall having a doorway opening therein andincluding transverse members arranged, respectively above and below saidopenings, a diaphragm face plate structure extending around the doorwayopening and supported and guided from the end wall for in and out andpivotal movement with respect to said wall, said supporting and guidingmeans consisting solely of a pair of centrally-arranged stems, oneconnected to the face plate below the doorway opening and extendinginwardly and supported and guided by the bottom transverse member andarranged to carry substantially the entire vertical load of said faceplate, and the other connected to the face plate above the doorwayopening and extending inwardly and supported and guided by the uppertransverse memher, the stems together carrying all the lateral loads ofthe face plate.

5. A rail car according to claim 4 in which sound-deadening means isinserted between each of the stems and the respective transverse memhersin which they are supported and guided. said means serving also tocushion the vertical and lateral loads of said face plate.

6. A rail car comprising an end wall having a doorway opening thereinand including transverse members arranged, respectively, above and belowsaid doorway opening, a diaphragm face plate structure extending aroundthe doorway opening and supported and guided for in and out and pivotalmovement with respect to said end wall, said supporting and guidingmeans consisting solely of a pair of centrally-arranged stems, onepivoted to the face plate below the doorway opening, extending inwardlyand supported and guided by the bottom transverse member and arranged tocarry substantially the entire vertical load of said face plate, and theother rigidly secured to the face plate above the doorway opening,extended inwardly and supported and guided for sliding and pivotalmovement in the top transverse member, the stems together carrying allthe lateral loads on the face plate.

ALBERT G. DEAN.

